U.S. patent number 3,767,146 [Application Number 05/265,346] was granted by the patent office on 1973-10-23 for railway safety system for detecting overheated brakes.
Invention is credited to Cornelius A. Gallagher.
United States Patent |
3,767,146 |
Gallagher |
October 23, 1973 |
RAILWAY SAFETY SYSTEM FOR DETECTING OVERHEATED BRAKES
Abstract
A railway safety system is provided to detect defects on
railroad rolling stock, such as sticking brakes, which are
ultimately manifested by an abnormal temperature rise in the region
of the railway car wheel rim. The system utilizes an infrared
detector positioned along a section track and focused to scan the
wheels of passing cars. Scanning is confined to an area of each
wheel between the rail head and the bottom of the car brake
shoes.
Inventors: |
Gallagher; Cornelius A.
(Syosset, NY) |
Family
ID: |
23010058 |
Appl.
No.: |
05/265,346 |
Filed: |
June 22, 1972 |
Current U.S.
Class: |
246/169D |
Current CPC
Class: |
B61K
9/06 (20130101) |
Current International
Class: |
B61K
9/06 (20060101); B61K 9/00 (20060101); B61l
003/02 (); B61k 009/06 () |
Field of
Search: |
;246/169D,169R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Forlenza; Gerald M.
Assistant Examiner: Libman; George H.
Claims
Having thus described the invention, what is claimed is:
1. A railway safety system to detect defects in the brakes and/or
wheels of trains moving along a section of track, said defects
being manifested by an abnormal temperature rise in the area of the
wheel rim, said system comprising: (a) a detector positioned along
said track section, said detector including a heat responsive cell
producing an electrical signal in response to incident radiant
energy and a scanner imaged toward said track and adapted to
transmit the radiant energy of wheels passing along said track to
said cell, said scanner being imaged at each passing wheel only in
the zone extending between the bottom of the brake of each passing
wheel and the top of the track; and (b) a readout device responsive
to said electrical signal connected to said detector.
2. The system in accordance with claim 1 wherein said detector is
positioned with respect to said track to discretely image each
wheel of each passing train.
3. The system in accordance with claim 2 wherein said detector
images each wheel of each passing train at a viewing angle of
approximately 1.degree..
4. The system in accordance with claim 3 wherein said scanner is
imaged in a horizontal plane offset from said track by an angle of
between 50.degree. and 70.degree..
5. The system in accordance with claim 4 wherein said scanner is
spaced approximately 30 inches from the closest rail of said
track.
6. The system in accordance with claim 1 wherein said scanner is
imaged along a chord of each wheel parallel to said track,
approximately 3 inches above said track and the imaged area of each
wheel of each passing train is entirely below the brake associated
with that wheel and above the track.
7. The invention in accordance with claim 1 wherein said system
further includes wheel actuated switch means mounted along said
track and means interconnecting said readout means and said switch
means whereby said readout means are actuated only upon the passage
of a train wheel past said switch means.
8. The system in accordance with claim 1 further including
reference means mounted across track from said scanner along the
line of sight of said scanner, said reference means including a
blackened surface directed at said scanner adapted to provide fixed
reference for said scanner in the absence of a railway car
wheel.
9. The method of detecting defects in the brakes and/or wheels of a
railway car moving along a section of track past a fixed location,
said defects being manifested by an abnormal temperature rise in
the area of the wheel rim, said method comprising the steps of:
a. discretely imaging each wheel of said car with an infrared
scanner only in the zone extending between the top of the track and
the brake associated with said wheel;
b. transmitting the radiant energy of each passing wheel to a heat
responsive cell adapted to produce an electrical signal in response
to incident radiant energy; and
c. feeding said electrical signal to a readout device adapted to
trigger an alarm in the event said signal exceeds a predetermined
level.
10. The method in accordance with claim 9 further comprising the
modified step of viewing each wheel along a viewing angle of
substantially 1.degree..
Description
BACKGROUND OF THE INVENTION
A major safety problem affecting railroads stems from the
difficulty the railroads have detecting brake failures. Since
railroad systems are fail-safe in operation, any failure in the
system will result in the brakes being applied and eventually
overheating. Overheated brakes can not only ignite track ties and
neighboring brush causing fires but they can also cause thermal
stresses and cracks to develop in the associated wheels. These
cracks can eventually lead to the total failure of the wheel which,
in turn, could lead to possible derailment.
In the past, railway car brake shoes were conventionally made of
metal. As a result, a sticking or dragging brake condition would
eventually cause the metal to glow cherry red after sufficient heat
was generated. The cherry red glow enabled railroad crews to
readily visually detect the sticking brake conditions. Recently,
plastic-absestos composition brake shoes were introduced and they
are now becoming more and more prevalent in the railroad industry.
Although the plastic shoes have many advantages over prior art
metal shoes, one unfortunate drawback is that they do not turn a
characteristic color when overheated. As a result, sticking brakes
can no longer be readily detected visually.
Heat generation in moving railway car wheels generally is either a
result of an overheated bearing or dragging or sticking brake. In
recent years, several patents issued describing various hot railway
wheel detecting systems (see, for example, U.S. Pat. Nos. Re
25,159; 3,183,350; 3,253,140; 3,294,969; 3,601,604 and British
Patent 836,721). These patents disclose systems that utilize
infrared detectors focused to view the hubs of passing railway car
wheels for indications of excess heat regardless of the source of
heat. In order to distinguish between the two major possible causes
of wheel overheating, the prior art systems referred to above
utilize sophisticated electronics. This differentiation of causes
can be made because of the difference in the magnitude of the heat
generated by a hot box as compared to a sticking brake. A hot box
generates temperatures on the order of 50.degree.F above ambient
whereas a severely sticking brake usually generates temperatures of
between 400.degree.F and 700.degree.F above ambient.
Thus, while the prior art discloses systems for detecting sticking
brakes, the systems are relatively complicated and costly to
install and operate. Another shortcoming of the prior art systems
becomes evident in the case where a railway car has a lightly
dragging brake. Such a condition may occur when the train conductor
sets a car's brakes while the car is heavily loaded and does not
properly reset the brakes after unloading. Under such
circumstances, the brakes may engage lightly and, as a result,
generate some heat but not sufficient heat to warrant stopping the
train. The prior art devices discussed above cannot readily
differentiate between a lightly sticking brake and an overheated
journal since the heat generated by both are about the same. Thus,
such prior art systems can result in undo train stoppages.
In view of the above, it is the principal object of the present
invention to provide an improved safety system for railway trains
designed to readily detect sticking brakes and other defects which
are manifested by abnormally high temperature in the region of the
wheel rim.
Another object is to provide such a system which is relatively
economic to install and operate.
SUMMARY OF THE INVENTION
The above and other beneficial objects and advantages are attained
in accordance with the present invention by providing a railway
safety system to detect overheated wheels in a railway car moving
along a section of track. The system includes an infrared detector
positioned outboard of the track. The detector is provided with a
heat responsive cell that produces an electrical signal in response
to incident radiant energy. The system further includes optics
associated with the cell adapted to image on the wheels of passing
railway cars in the zone extending between the bottom of the brake
shoe of each passing wheel and the top of the track rail so as to
detect overheating at the wheel periphery. A readout device
responsive to the electrical signals of the detector is connected
to the detector so that the overheated wheel may readily be
identified.
BRIEF DESCRIPTION OF THE DRAWINGS
In the accompanying drawings:
FIG. 1 is a block diagram of the railway safety system of the
present invention;
FIG. 2 is a perspective view of the detector of the present system
imaged on a passing wheel;
FIGS. 3 and 4 are schematic plan views illustrating the detectors
imaged respectively on the near and far wheels of a passing train;
and
FIG. 5 is a plan view of a railway car wheel showing the zone of
the wheel being imaged.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The present invention is illustrated in the accompanying drawings
wherein similar components bear the same reference numerals
throughout the several views. Referring to FIG. 1, the railway
safety system 10 of the present invention is shown comprising a
detector incorporating a scanner unit 12 contained within a
suitable housing and mounted along a section of track 14. It is
suggested that the present safety system be located at the entrance
or exit to a freight yard so that sticking brake situations may
readily be corrected after they are detected. The detector is of
the infrared type such as those commonly used for hot box
detection. Typical detectors are disclosed in U.S. Pat. Nos.
3,454,758 and 3,545,005 and are available commercially from the
Servo Corporation of America of Hicksville, N. Y. Such detectors
include a heat responsive cell imaged by a scanner provided with
appropriate optics.
Railroad car wheels vary in diameter between 28 and 40 inches. Most
wheels are 33 inches in diameter. Thus, the axis of the railroad
car wheel varies from between 14 and 20 inches above the rail. To
avoid hot box readings, the scanner should preferably be imaged as
far from the wheel axis as possible, namely at the rail. On the
other hand, it is desirable to maximize the time the scanner views
the wheels so as to obtain the most reliable readings. Since
viewing time is directly related to the length of the chord the
scanner projects on the wheel, viewing time is minimized when the
scanner is imaged at the rail and maximized when the scanner views
through the axis. These divergent requirements must thus be
optimized to provide the best results.
Railroad car brakes generally extend to within approximately 6
inches of the rail. That is, the lower end of the brake shoe is
positioned at least 6 inches above the rail. It is not desirable to
view across a passing brake shoe since the brake shoe temperature
may exceed the safety limit prescribed for a wheel while the wheel
itself remains below the safety limit. This is especially so in the
case of lightly sticking brakes.
Thus, while the present scanner may theoretically view from the top
of the rail to the bottom of the brake of each passing wheel 16, in
practice, it has been found that viewing along a line 3 inches
above the track provides optimum results. As shown in FIG. 2, this
arrangement insures viewing below the brake shoe 18 and
sufficiently below the journal bearing 20 so as not to view the
bearing although an overheated bearing could be detected if it
resulted in an overheated wheel.
Since each wheel of a railroad car has its own associated brake, it
is necessary that each wheel 16 of each carriage 22 of each passing
railroad car be scanned for sticking brakes. This is accomplished
in accordance with the present system in the manner illustrated
schematically in FIG. 1. The distance between the rails of standard
gauge track in the United States is 4 feet 8 1/2 inches. The wheel
base of most railway carriages in use in this country is 5 feet 6
inches although there is a very small percentage of railway cars
having a wheel base of 4 feet 6 inches. The standard wheel base
arrangement is shown in solid line in FIG. 1 and the rear wheels of
the short wheel base carriage are shown in phantom.
Infrared detectors of the type discussed above require a viewing
angle of at least 1.degree. to insure accurate results. That is,
the angle, .alpha., of incident radiation from the scanner must
describe a minimum angle of 1.degree. as shown in FIGS. 3 and 4. As
previously mentioned, it is also necessary that the incident
radiation imaged on the wheel be confined to the area between the
bottom of the brake shoe 18 and the top of the rail, preferably
centered along a chord 3 inches above the rail. Naturally, this is
true for the incident radiation image 24 on the near wheels as well
as the incident radiation image 26 on the far wheels. To insure
that the incident radiation image remains within the above set
confines, the scanner should be set as close to the track as
possible. However, safety procedures require equipment be
maintained a sufficient distance from the track to avoid damage to
or by overhanging equipment. It has been found that by locating the
scanner approximately 30 inches from the track, both the above
requirements can be attained. That is, the scanner is sufficiently
far from the track so as to pose no safety problems and
sufficiently close so that the incident radiation on each passing
wheel is completely confined to the area between the rail and
bottom of the brake shoe. As shown, the outside surfaces of the
inboard wheels 16a and 16b are scanned and the inside surfaces of
the outboard wheels 16c and 16d are scanned.
In order to enable scanning of each wheel of each passing car, it
has been found that the scanner must be set at an angle of between
approximately 50.degree. and 70.degree. (from a line 30 inches from
the tracks) for larger wheel base carriages and between 60.degree.
and 70.degree. for smaller wheel base carriages. It has been found
that an angle of 65.degree. provides optimum results and insures
proper viewing of each passing wheel regardless of the wheel base
of the passing car.
In addition to the scanner 12, the present system includes a shadow
box 28 mounted across the track from the detector along the line of
sight of the detector. The inner face of the shadow box is painted
black so as to provide a known reference for the detector. That is,
the detector "sees" the black inside of the shadow box in the
absence of a car wheel and thereby receives a relatively constant
input (in the absence of a wheel) regardless of the time of day or
season of the year.
The present system further includes appropriate electronics to
transform the output of the scanner into useful information.
Accordingly, the output of the scanner passes first through an
amplifier 30 and then to suitable telemetry means 32 and alarm
means 34. The alarm means will be understood to function above a
preset threshold signal representing a safety limit for sticking
brakes. As previously mentioned, it may not be desirable to stop a
passing train to correct a lightly sticking brake situation and
thus the threshold must be chosen at a level sufficiently high to
exclude such light sticking brake situations.
In order to determine which particular wheel or wheels of a passing
train has a sticking brake problem, the present safety system
employs a wheel counting arrangement. The arrangement includes a
wheel trip 36 mounted on the track for actuation by the first wheel
of a passing train. The trip may be one of a number of varieties
such as those commercially available and sold by the Servo
Corporation of Hicksville, N.Y. In general, the trip comprises a
magnetic circuit including a gap which is transiently closed by the
flange of a passing wheel. A winding coupled to this magnetic
circuit develops the trip signal. Upon receipt of the trip signal,
a wheel counter 38 is activated. If the threshold value of the
absolute alarm is exceeded, the alarm is triggered to activate an
alarm controlled latch 40. From the wheel triggering the alarm
until the last wheel of the train, the wheel count is gated with
the output of the absolute alarm through the latch and fed to the
telemetry equipment. Thus, by counting backward from the last
scanned wheel of the train, the problem wheel can be determined.
After the last wheel passes, the wheel count resets the latch
circuit to await the next train. The electronic equipment may
conveniently be mounted in a trackside chassis 42 and appropriately
powered by a battery power supply.
With the above described arrangement, the telemetry equipment is
only utilized in the event a hot brake situation is detected. If
desired, the telemetry equipment can readily be connected directly
to the amplifier output for constant monitoring.
The output of the telemetry equipment may take many forms, as for
example, a strip chart record may be kept in a central office in
the yard. Alternately, some type of audible or visual alarm such as
an overhead gantry mounted display may be provided to give
immediate warning to the train crew of the sticking brake. Such
arrangements are well-known in the art and commonly used in
conjunction with hot box detector systems.
Thus, in accordance with the above, a relatively simple railway
safety system is provided to detect troublesome sticking brakes on
moving railway trains. With the arrangement of the present
invention, readings caused by overheating hot boxes are eliminated
from consideration by the system and discrimination is provided
between lightly sticking brakes which pose no problem and severely
sticking brakes which are troublesome and dangerous.
While only a preferred form of the present invention is described,
it will be understood that modifications may be made within the
scope of the invention as defined in the following claims.
* * * * *